US514359A

US514359A - Vapor gas-engine

Info

Publication number: US514359A
Authority: US
Publication date: 1894-02-06
Anticipated expiration: 1911-02-06

Description

(No Medel.) 4 sheets-sheet 1.

W. W. GRANT. VAPOR GAS ENGINE. No. 514,359. l Patented Peb. G, i894.

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(-No Model.) j 4 Sheets- Sheet 2. W. W. GRANT. VAPOR GASVBNGINB.

Patented Feb. 6, 1894;

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4 Sheets-Sheet 3.

(No Model.)

W. W. GRANT.

VAPOR GAS ENGINE.

Patented Feb. 6, 1894.-

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Wqw. GRANT.. VAPOR GAS' ENGINE.

No. 514,859. Patented' Peb. 6, 1894.

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' UNirnD STATES PATENT @trios llLLlAM WALLACE GRANT, OF BROGKLYN, NEV YQRK.

VAPOR GAS-ENGIN E.

SPECIFICATION forming part of Lett ers Patent No. 514,359, dated February 6, 1894.

Application led June 22, 1893. Serial No. 478.486. (No model To caf/ZZ whom t may concern,.-

Be it known that l, WILLIAM WALLACE GRANT,a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Vapor Gas-Engines, of which the following is a specification. This invention relates to a type of explosive gas engines which, although operative with an ad mixture of fixed gases, is more particularly designed with reference to the employment of a liquid hydro-carbon, as gasolene, and the admixture, vaporization and explosion thereof, with atmospheric air, within the engine cylinder for development of the motive energy required for driving a piston connected with the engine crank shaft.

In referring to a liquid hydro-carbon I employ for convenience, in this description, the term gasolene without, however, intending to restrict myself to the use of any particular hydro-carbon' that may be commercially known by the name of gasolene.

My invention has for some of its objects, rst, the provision of simple and reliable means for the safe employment of gasolene in an engine comprising a cylinder having but a single port through which the cylinder is charged and exhausted; second, the controlling of said charging and exhaust port by a single valve, preferably of the puppet type, the port providing at the same time, a seat for said valve; third, theinjection of liquid gasolene in the form of a finely divided jet or spray, directly into the port of the engine cylinder, so that theu so called carbureting of the charge of atmospheric air, will take place Wholly Within the engine cylinder; and hence, leave no explosive mixture upon the exterior side of the cylinder port; fourth, cut-ting ed the gasolene jet or spray before the induction of atmospheric air is completed, whereby any residual spray remaining within the port, after the operation ofthe cut-od, will be drawn or forced into the engine cylinder leaving, practically, only atmospheric air within an exterior air inlet and exhaust chamber which incloses the atomizing and spraying device, and thus obviating the common danger of backward flashing or ignition and explosion of gasesbehind the cylinder valve andin said exterior chamber; fifth, the provision of an air pump or compressor adapted to be operated at any desired length of stroke within its range of adjustment, to develop and regulate the required pressure for lifting and spraying the gasolene; sixth, means for preserving the, gasolene level within the pipe through which it is supplied; seventh, the provision of an atomizer or spraying device located'in the exterior air inlet and exhaust chamberadjacent to the cylinder port; eighth, the arrangement of suitable valves in connection with said air inlet and exhaust chamber in such a manner as to control the air iulet and exhaust passages or pipes and when preferably so desired shield the spraying devices or atomizer from direct contact-,with the hot exhaust gases; ninth, the location of an automatically actuated cut-off and expansion valve intermediate the gasolene atomizer and the air compressing pump to control the blast of air for spraying the liquid hydro-carhon; tenth, the provision of novel automatically controlled mechanism forA etfeoting electrical ignition of the compressed charge in the engine cylinder; eleventh, a governor mechanismcontrolling a valve for relieving any undue pressure of the blast of compressed air supplied to the gasoleneatomizer; and twelfth, the provision of mechanism for controlling from the engine shaft, the operation of the valve at the cylinder port, for operating the air compressing pump and the cutoff and expansion valve intermediate said pump and the atomizer, and foractuating the electrodes employed in exploding the charge.

To these ends my invention consists in the features of construction and novel combinations of devices and mechanism in an explosive gas engine, as hereinafter more particularly described and claimed.

In the annexed drawings illustrating the invention-Figure 1 is a side elevation of my improved gas engine. Fig. 2 is a plan of the same partly in horizontal section on the line 2-2 of Fig. l. Fig. 3 is a detail sectional plan ou the line 3-3 of Fig. 1. Fig. 4 is a vertical central section of the rear portion of the engine cylinder. Fig. 5 is a rear elevation of IOO the engine cylinder showing the exterior air inlet and exhaust chamber partly in section.

Fig. 6 is an enlarged detail view of the electrodes and their insulating and supporting sheathing, together with their actuating pendulum lever. Fig. 7 is a plan of the electrodes with sheathing and insulation in section. Fig. 8 is an enlarged view of a portion of the devices for operating the cylinder valve. Fig. 9 is an enlarged plan of the cut-off and expansion valve that controls the air blast to the atomizer. Fig. 10 is a horizontal section of the same.y Fig. 11 shows a modification in the arrangement of the atomizer and the valve of the main air inlet to the air inlet and exhaust chamber.

Referring first to Fig. 1, the numeral 1 designates the engine base or supporting framework Which may be of any convenient shape and construction, but is preferably arranged to inclose an -air space, not shown, wherefrom is drawn the air for use in operating the engine.

Upon the forward end of the .engine base or frame 1, Figs. 1 and 2, is mounted in suitable bearings a crank shaft 2 that may be provided'at one end with a fly wheel 3 and at the other end with a band wheel 4 through which power may be taken from the engine. A fly wheel and also a band wheel, or other power transmitting device, may of course be connected with each end of the engine crank Shaft.

The rear end of the base or frame 1 supports a horizontal engine cylinder 5 that may be water-jacketed, as shown at 6, Figs. 2 and 4, throughout the greater part of its length. The rear end of this engine cylinder 5 is closed by a head 7 and its forward end is open for the working of a close fitting piston 8 in the outer face of which is a recess 9 inclosing centrally located lugs 10 for pivotal attachment of a pitman 11 connecting with the crank 12, of the engine shaft. The inner face of the piston 8 is hollowed or formed with a concaved, preferably hemispherical, recess 13 that is adapted to form part of an explosion and expansion chamber in the rear portion of the engine cylinder.

`The engine cylinder 5 is provided with only a single charging and exhaust port 14 which, as shown in Figs. 2, 4, 5, and 11, is preferably located in the center of the cylinder head. This charging and exhaust port 14 is controlled by a valve 15 located in the cylinder 5 and secured to the forward end of fa valve rod or stem 16 that is supported in rear of the engine cylinder and arranged to reciprocate in the longitudinal axis thereof. The forward face of the cylinder valvpjiisconical, whereby/the val-velinopening, or movingforward'to permit exhausting,` will encounter lessre's'istance from the energycontained in any portion of unexpended charge remaining in the cylinder. The rear face of the valve 15 is conoidal and is fitted to a correspondingly tapered or beveled seat in the cylinder port.

port for said rod being provided by a spider frame 20 arranged in said exterior chamber. The valve rod 16 is thus supported in such a manner as to permit the valve 15 to move in a straight line and be operated squarely to and from its seat in the cylinder port.

On a rearward extended portion of the valve rod 16 is formed a rack21 engaged with a segment gear 22, Fig. 2, on one end of a lever 23 fulcrumed to a lug 24 that may be attached to the chamber 19 at the rear of the engine cylinder. A spring 25, Fig. 2, is arranged to bearon the lever 23 in such direction as to move the segment gear 22 and engaged valve rod 16 rearward and thus normally close the cylinder port 14 by seating the valve 15 therein. The rack 21 on the valve rod 16 is preferabl y cylindrical or extended entirely around the valve rod so as to always engage the segment gear 22 even should the valve rod have any tendency to turn or rotate in its bearings or guide supports.

To the outer end of tbesegment-gearlever 23 is connected one end of a rod 26, Figs. 1 and 2, the other end of which connects with the centrally jointed portion of a two-part lever composed of sections 27 and 28, Figs. 2 and 8. @ne of these lever sections, as 27, is fulcrumed at one end to the side of the chamber 19 and is provided with a spring 29 bearing on the front face ot' the lever section 28, as shown in Fig. 2. The inner end of the lever section 28 is provided with a stop lug 30 arranged to bear against the rear face of the lever section 27 and thereby hold the two lever sections 27 and 28 rigid when oscillated in a rearward direction as presently explained. The spring 29 in front of the twopart or jointed lever will permit the outer lever section 28 to yield in a forward direction and will return it to normal position in line with the section 27 when the lever is relieved of pressure.

ln the outer end of the lever 'section 28 is mounted a small roller 31 through which pressure is applied for actuating the segmentgear-lever23 in such direction as to move the valve rod 16 and attached valve 15 forward and thereby open the single port 14 of the engine cylinder.

In moving forward the valve 15 to open the cylinder port 14, the roller 31 and its above described lever connections are actuated from a reciprocating bar 32, Figs. 1 and 2, that may be supported in suitable guides 33 at one side of the engine cylinder. 'lo a forward portion of this reciprocating bar 32 is pivotally connected one end of a pitman 34, the other end of which is in pivotal connection with a wrist IOC lIO

pin 35 on a gear wheel 36 mounted on one side of the engine frame and in mesh with asmaller gearor pinion 37 on the engine shaft.

As shown in Fig. 2, the rear end of the reciprocating bar 32 is preferably somewhat rounded on the inner side to facilitate frictional engagement with the roller 31 as said bar is moved rearward. It will be apparent that during a rearward movement of the reciprocating bar 32 in bearing contactwith the roller 31 the jointed lever 27, 23, will be oscillated in a rearward direction on the fulcrum at the inner end of the main lever section 27, the two sections 27 and 28 of said lever being held in rigid alignment with each other by reason of the stop lug 30 on`the rear of the section 2S, and thus, through the rod 26, the segment-gear-lever23 will be oscillated 4in such direction as to move the valve rod 16 and valve forward and thereby open the port14of the engine cylinder. When the bar 32 has been moved rearward a sufficient distance to permit the roller 31 to enter a notch or recess 38, Fig. 2, in the inner side of said moving bar the pressure on said roller 31 and its lever connections will be at once relieved and the spring will then immediately act on the lever 23 in such a manner as to force the segment gear 22 rearward, thereby imparting movement in the same direction to the valve rod 16 and vaive 15 so as to close the cylinder port. On the return forward movement ofV the reciprocating bar 32, actuated from the engine shaft, the engagement of the roller 31 in the notch 3S will cause the lever section 28 to fulcrum on its pivotal connection with the lever section 27 and rod 26, the stop lug being adapted to yield backward as thelever section 28 is swung forward, and thus the sections 27 and 2S of the jointed two-part lever will no longer remain rigid, but the section 2S will dex in a forward direction against the pressure of the spring 29 and remain in that position while the roller 31 becomes disengaged from the notch 38 and is pressed inward by the inner side of the` forward moving bar 32 until said bar has moved forward a sufficient distance to become wholly disengaged from the roller 3l when the spring 29 will at once restore the two-part jointed lever 27, 23 to its normally rigid condition. It will thus be observed that during aforward movement of the bar 32 the main lever sectiona 27 does not move on its fulcrum but remainsstationary, while the forward flexing of the lever section 28 to which the fulcrum is transferred obviates all strain on the parts and prevents any disturbance of the seated or closed cylinder valve. Thus while the cylinder valve l5 is promptly opened or moved forward upon the rearward movement of the reciprocating bar 32, and becomes automatically closed at the end of the rearward stroke of said bar,it will remain closed and be unaffected by the return forward movement, of said bar.

At a' suitable point on the outside of the engine cylinder 5, preferably on one side of and parallel therewith, is secured an aircompressing `pump cylinder 39, Figs. 1 and 3, constituting part of a mechanism for developing the requisite pressure for ablast of air to be used in atomizing the liquid gasolene or hydro-carbon that is to form, when vaporized, a portion of each explosive charge for operating the engine. The rear end of the pump cylinder 39 is permanently closed and in the open forward end of said cylinder is placed a close fitting piston 40, Fig. 3, having a piston rod 41 that is provided with adjustable nuts or collars 42 and 43 which may be placed at any required distance apart to regulate or control the stroke of the piston as hereinafter eX- plained.

On the forward portion of the horizontally reciprocating bar 32 is an arm 44 carrying a collar 45 that surrounds the piston rod 41 between its adjustable nuts or collars 42 and 43 so that by coming in contact with first one and then the other of said adjustable nuts or collars 42, 43 a reciprocating movement will be imparted to the piston 40 of the air pump or compressor. By referring to Fig. 3 it will be seen that the nut or collar 42 is placed on the forward or outer end of the piston rod 41 so that when the reciprocating bar 32 is at the end of its forward stroke the piston 40 will occupy a like position in the pump cylinder. The rear adj nstable collar or nut 43 is nearer the piston head 40 and it is obvious that by adjusting this nut or collar 43 forward toward the nut or collar 42 or rearward and more TOO nearly toward the piston head 40 the stroke of the piston will be correspondingly increased or diminished according to the required degree of compression to be imparted to the air in the cylinder.

The pump cylinder 39 is provided near its rear end with a single opening or passage 46, Fig. 3, for inlet and egress of air. During the forward or outward stroke of the pump piston the cylinder 39 will take in air by suction through a pipe 47 leading from or communieating with an air space preferably arranged in the interior of the engine base to lessen or obviate any liability of drawing in dust. In an upper portion of this pipe 47 is a check valve 48, Fig. 1, which closes by gravity when the suction of the pump 39 ceases. On the rearward or inward stroke of the pump piston 40, the valve 43 being closed, the air `in the cylinder 39 will be compressed and forced out through the opening 46 into a pipe 49, Figs. 1 and 3, which communicates with a branch or bend of' the pipe 47 between the check valve 4S and the pump cylinder. IT he pipe 49 is preferably carried forward a certain distance and is then bent downward and rearward toward the air inlet and exhaust chamber 19 exterior to the rear end of the engine cylinder.

In the lower horizontal portion of the pipe 49 is an automatically actuated cut-olf and expansion valve 50, Figs. 1,2, 9 and 10, which is normally in a closed position with reference to the passage of air coming from the pump or compressor. By reason of this closed valve the pipe 49 is adapted to serve as a sort of receptacle or reservoir for the accumulation of compressed air.

The rotary plug of the cut-off and expansion valve 50 is provided with-a centraltransverse passage 51, Fig. 10, which is adapted to be aligned with and permit communication through the pipe 49 when the valve is opened to supply a blast of compressed air to the gasolene atomizer hereinafter described.

In the plug of the valve 50, parallel with the main passage 51 but outside the center of the plug, is a smaller passage 52, Fig. 10, which is adapted to establish communication between the exit or atomizer end ofthe pipe 49 and a pipe 53 leading from the valve 50 to the air space in the engine base. Through this smaller passage 52, when the valve is closed, any unexpended compressed air, that has passed through the passage 51 ofthe valve 50 toward the atomizer, will be permitted to expand backward through the pipe 53 and escape thcnce into the air space of the engine base, so that the gasolene spray will cease, the instant the air blast is cut off.

On the upper end of the rotary cut-off and expansion valve 50 is pivotally mounted a free Working arm or lever 54, Figs. 2 and 9, which is preferably provided with a friction Wheel 55, at its outer end. During a rearward movement of the reciprocating bar 32 hereinbefore described, an adjustable tappet 56 carried by said bar will bear on the Wheel or roller 55 in such direction as to cause the pivoted arm or lever 54 to press forcibly against a pin or stud 57 secured rigidly in the top of the rotary valve 50 and thereby revolve the valve sufficiently to bring its main passage 51 into alignment with the pipe 49 so as to establish communication between the air compressor and the atomizer for the purpose of spraying the gasolene. After the tappet 56 has been moved rearward a sufficient distance to become disengaged from the wheel or roller 55 a spring 58 bearing against the rear side of the pin or stud 57 will exert sufficient pressure thereon to revolve the valve 50 in the opposite direction, the valve passage 51 being thereby closed so as to cut off the blast of compressed air. At the same instant the valve passage 52 will establish communication between the

pipes

49 and 53, Fig. lO, and thus afford a relief exit for any unexpended compressed air iu that portion of the pipe 49 between the valve 50 and the atomizer, as before mentioned. Were it not for some such provision as this the more or less compressed air between the closed valve and the atomizer would still continue to develop a spray ot gasolene. On the closing of the valve 50 by the spring 58 the pin or stud 57 returns the pivoted valve or lever 54 toits normal position. Now when the reciprocating bar 32 moves forward, or toward the engine crank shaft, the tappet 56 Will swing the pivoted arm or lever 54 in a forward direction Without operating the oscillatory Valve 50 against the pressure of a spring 59, Fig. 9,

by which spring the said pivoted lever will be restored to normal position after the tappet has passed.

In order to relieve any excessive degree of compression in the air compressing pump cylinder 39 and its exit pipe 49 and thereby automatically regulate the action of the engine, a relief pipe 60 may be connected with the pipe 49 at a convenient point between the valve 50 and pump cylinder. This relief pipe 60 may communicate at its other end, directly with the atmosphere or with the air space inclosed by the engine base. A normally closed valve in the relief pipe 60 is controlled by a governor 6l, Figs. 1 and 3, connected by belting 62 with a pulley on the engine shaft so that as the speed' of the engine is increased by a too great energy in the action of the air blast and atomizing devices the governor will open the valve in the pipe 60 and relieve the pressure until the sp'eed of the engine shaft is reduced to the required number of revolutions. f

The gasolene or other liquid hydro-carbon employed in operating the engine may be supplied from a suitable tank 63, Figs. 1 and 2, through a pipe 64 leading upward from the lower part of said tank to a point adjacent to the air inlet and exhaust chamber 19 at the `rear end of the engine cylinder.

In the upper part of the gasolene supply pipe 64 is a check valve 65, Fig. 4, and above this valve the pipe 64 is provided with one or more exit tubes 66, Figs. 4, 5 and 11 that are arranged to pierce the wall of the chamber 19 at a suitable point, preferably in direct proximity to the single charging and exhaust port 14 of the engine cylinder. I prefer to employ a group of these gasolene tubes as more clearly shown in Fig. 5, though only one tube may be provided if deemed sufficient.

As shown in Fig. 5 it is preferable to cause the tubes 66 to enter the chamber 19 through an external recess 67 formed in the bottom of said chamber. By means of this recess 67 a considerable portion of the tubes 66 may be surrounded, outside the chamber 19, with a body of comparatively cool air, thus to some extent shielding the tubes from the heat of the hot exhaust gases that escape through said chamber.

The gasolene supplied through the tube or tubes 66 is atomized or sprayed by the action of a blast of compressed air forced through a tube or tubes 68, Figs. 2, 4, 5, and 11, leading from a pipe 69 that communicates with the exit end of the pipe 49 in which the auto-v matically controlled cut-off and expansive valve 50 is located. At the end of the pipe 69 is located a check valve 70 that closes when the air blast is cut off to avoid induction from the chamber 19.

The air inlet and exhaust chamber 19, in which the atomizing tubes 66 and 68 are lo- ICO IIO

cated, is arranged to conduct or transmit the main supply of air for the engine cylinder from a main air supply pipe 71, Figs.1,5 and 11, which preferably leads from the interior of the engine base, so as to lessen any liability of drawingin dust. Anexhaust pipe 7'2 leads from the chamber 19 to any convenient point.

In the form of construction shown in Fig. 5, where the atomizing tubes are arranged in direct or immediate proximity to the cylinder port 14C, a check valve 73 may be placed at the upper end of the main air supply pipe 71 to prevent any escape of exhaust gases through said pipe and a Hap valve or shutter 7e maybe arranged between the cylinder port 14 and the exhaust pipe 72 for the purpose of preventing the suction of the engine cylinder from drawing back therein any exhaust gases that have already escaped through the chamber 19 tothe exhaust pipe. Vhen, however, the atomizer tubes are arranged a little to one side ot' the cylinder port 14, as shown in Fig. 11, the check valve 73 at the top of the main air su pply pipe 71 will be preferably replaced by a flap valve or shutter 75 so arranged as to open toward the cylinder port j and serve, when closed,.to shield the atomizer from direct contact with the heat of the hot exhaust. gases. It wilt be observed that by locating the valve 15 within the cylinder in such a manner as to seat rearwardly in and tightly close the single charging and exhaust port 14: the exterior air inlet and exhaust chamber 19 and iuclosed atomizer will be et'- fectually isolated t rom the engine cylinder at the time of explosion and the atomizer will he thus protected from the flash and burning of the exploding charge.

The level of gasolene in the tank 63, from which the engine draws its supply, should never exceed in height the top of the spraying tubes uniess some special provision is made to guard against an overiiow. A hand valve 76, Fig. 1, is provided in the pipe 6l the better to prevent the column of gasolene from falling out of thepipe when the engine is not iu use, and when so desired, to serve as a regulating or controlling gage, for regulating the supply or volume of gasolene passing to the atomizer. By means of the check valve 65, Fig. 4, in the upper portion of the gasolene supply pipe 64, just below the spraying device or atomizer, the level of gasolene will be sustained in the pipe, when once charged, and thereby promptly furnish gasolene for the spray.

The mechanism for edecting electric ignition of the compressed charge iu the engine cylinder preferably comprises a pair of oscillatory electrodes '7 7, Figs. 6 and 7, projecting inward through a tapered opening 78, Fig. 4, in the cylinder head, asutiicient distance to make contact with the concaved inner surface or recess of the piston head 8 at the end of the compressing stroke. The electrodes 77 are leach separately wrapped for a part ot their length with an insulating covering 79, Fig. 7,

and each electrode is provided about midway 7. The space within the case or sheathing 81' is filled in, around and between the electrodes, with asbestus 82, Fig. 7, or some other suitable incombustible and insulating material. The forward Yend of Ithe electrodes which are to come in contact with the piston S at the proper time, may be some what rounded as shown, and the rear ends are provided with binding screws 83 for attachment of wires or flexible conductors 84C connecting with a battery or other source of electric energy. The lateral arms 80 of the electrodes occupy a central position in and between the lateral arms or trunnions 85 of the crossshaped metal case or sheathing 871 and are vso packed and secured by the asbestos filling 82 as to prevent any longitudinal displacement of -the electrodes from im pact ot the piston in the engine cylinder. `When connected with a battery the electrodes are in open circuit until closed at their contact ends or points by the piston 8 at the end of its compressing stroke. At this time the piston touches and rubs the ends ot both electrodes, thereby acting as an armature to close the circuit. As soon as the piston passes away from the electrodes, at the beginning of one of its forward strokes the circuit is broken and the spark which is thus induced between the contact ends ot the electrodes ignites or explodes the compressed charge in the engine cylinder and IOO wsv

thus imparts an increased impulse to the forof the cylinder head 7 in proximity to the tai pered opening 7S through which the electrodes project into the engine cylinder, suitable provision for oscillation of the electrodes being thus provided. To one side of the outer and rearward projecting portion ot' the electrodes casing S1 is secured a laterally extended arm 8S, Figs. 5 and 6, the outer end of which is reduced in diameter and made cylindrical. From this cylindrical outer end of the rigid arm 88 is suspended a pendulum lever S9, Figs. 1 and 6, carrying a friction roller at its lower'end. The rounded upper end or head of the pendulum lever 89 is perforated to pivot on the arm 88 and in its periphery is a slot 91 for passage of a pin 92 which is secured to the arm 88 and serves at the same time to retain the pendulum lever 89 on said arm and to hold said lever rigidly 1n a perpendicular position secure from swinging in a rearward direction but free to be swung forward. As the piston in the engine cylinder is completing an exhaust stroke a vertical projection 93, Figs. 1 and 2 on the reciprocating bar 32 will be carried by the rearward movement of said bar into position to engage the friction roller 90 and press the rigidly held pendulum lever S9 upward, thereby causing the contact ends of the electrodes 77 to be rocked downward or depressed within the engine cylinder a sufficient distance to escape contact with the piston. The contact ends or points of the electrodes will now rernain depressed until the piston, on its charging or return forward stroke, has passed beyond their reach, at which time the roller 90 will become disengaged from the projection 93 and the electrodes will resume their nor` mal position, under the action of the spring 86, in readiness for contact with the piston 8 upon its return compressing stroke. The return forward movement of the bar 32 causes its projection 93 to again engage the roller 90 on the pendulum lever 89, but this time without operating the electrodes, the lever 89 being free to swing in a forward direction.

The several parts of the engine are so arranged that the orderof the operation will be rst, charging the engine cylinder with atmospheric air, and spraying the gasolene;v

then compressing the charge; then explosion or expansion of the charge upon ignition; and then exhausting the engine cylinder; requiring two complete revolutions of the engine crank shaft during these operations. It will be observed that I propose to employ in this engine a piston of the character shown and described in Letters Patent No. 497,239, granted to me May 9, 1893, for the reason that this form of piston serves the important purpose of receiving, holding and then giving heat over to the atomized gasolene injected into the cylinder, besides permitting the pitman to be so connected centrally of the length and diameter of the piston head as to cause the piston to work more evenly throughout the cylinder.

The hemispherical recess 13 formed in the piston affords safety against contact of the piston with the inwardly projecting portion of the conical cylinder valve 15 while the rim 0f said recess provides an armature or circuit closer and breaker for the igniting or sparking operation of the electrodes.

The value of the single port of the engine cylinder operated in conjunction with, or controlled by a single valve will be readily understood. The operating mechanism of this single valve 15 is so arranged that it will be promptly opencdat the proper time and, remain open during the period Aof exhausting and charging and will then close automatically and remain closed du ring the subsequent compression, ignition and expansion of the charge. The adjustable tappet 56 Figs. 1 and 2, on the reciprocating bar 32, is arranged to open the cut-olf and expansion valve 50 at the moment the engine cylinder begins to charge, and is made adjustable so that the said valve for supplying a blast of air to the atomizer may be caused to Open a little earlier or a little later upon the stroke as may be desired. The length of the tappet 56 is somewhat less than would be required to hold the valve 50 open during the whole of the time consumed in charging the engine cylinder 5 and, therefore, the blast of air is cut off from the atomizer before the engine cylinder has finished charging with atmospheric air, so that any after or residual sprayof gasolene will not be left in the cylinder' port 14 or chamber 19 but will be wholly carried into the engine cylinder by the suction of the main air supply. As before explained, the gasolene spray ceases the instant the air blast from the pump 39 and pipe 49 is cut oif.

The mechanism, hereinbet'ore described, for controlling the operation of the electrodes is so arranged that the passage of the electric spark will occur only at each second revolution of the engineshaft, or when the charge in the engine cylinder has been compressed in readiness for explosion.

To contribute to a still more successful operation of the engine, l have designed that the supply of gasolene shall be drawn or charged into the engine from a specially devised and constructed safety gasolene tank, which is shown and described in my application for United States Letters Patent, Se rial No. 461,390, whereby the gasolene level in the gasolene supply pipe 64, Fig. 4, may be maintained there within at whatever point desired by the ordinary or normal atmospheric pressure; thereby obviating the necessity for the air blast lifting the gasolene; as it is consu med, through the height otherwise required to preserve the level in said gasolene supply pipe; and thereby also, the check valve` 65, may, if desired, be dispensed with.

The manner of securing and maintaining this level is as follows: The gasolene in the lower or compensator compartment of the tank above referred to is maintained, as in the specification described, at an approximately constant level so long as there is any gasolene contained in the upper or reservoir compartment there above. Therefore, it is only necessary that the tank be raised, and rest or stand supported so that the gasolene level within the compensator shall be on a level with that point of the gasolene supply pipe 64, Whereat it is desired the level shall be maintained. Nothing further than this will IIO Yss

of necessity be required, as thereupon the levels of the tank compensator and of the gasolene supply pipe will continue to correspond.

When it is desired to substitute a tixed gas for gasolene, for the purpose of making an explosive compound for actuating the engine, it will only be necessary to connect the pipe titwith the gas main, or other source of the gas supply, instead of having such connection with a gasolene tank; the valve ot' the pipe 64: being Weighted to approximately balance pressure ot the gas Within the gas main, the engine may thereupon he made to operate Without the necessity for further change in its mechanism; vthe air blast serving to facilitate the transmission of gas fromthe pipe 6,4 into the cylinder port.

What I claim as my invention isl. In a gas engine, the combination of a cylinder having a single charging and exhaust port located in the cylinder head, a puppetvalve `controlling said port and having a conical projection extending into the cylinder, and a piston liavinga concavely recessed face to form part of the explosion chamber and afford safety against contact of the piston with the inwardly projecting portion of said valve, substantially as described.

2. In agas engine, the combination of a cylinder having a single charging and exhaust port located in the cylinder head, a conical puppet valve controlling said port and adapted to seat therein, a valve rod provided with a rack, a segment-gear-lever engaged with said rack and provided with a spring, a jointed lever adapted to be swung rigidly in one direction and to flex or yield at its joint in an opposite direction, a rod connecting said levers, and a reciprocating bar actuated from the engine shaft and adapted to swing the jointed lever rigidly in opening the valve and cause it to yield in the opposite direction Without atecting the valve, substantially as described.

3. In a gas engine, the combination ota cylinder having in its headl a Vsingle charging and exhaust port controlled by a puppetvalve located in the cylinder, a piston having' a coucavely recessed face to afford safety against contact with the inwardly projecting portion. of the valve, oscillatory electrodes projecting into the cylinder adjacent to said single valved port, and means for automatically controlling the position ofv the electrodes to permit or prevent contact thereof with the recessed face of the piston, substantially as described.

4. In a gas engine, the combination ot' a cylinder haviugasingle charging and exhaust port, a valve located in the cylinder and controlling said port, an inlet and exhaust chamber communicating with the cylinder through said single valvedcharging and exhaust port, and an automatically controlled Vatomizing mechanism located in said chamber in proximity to the said cylinder port, substantially as described. i

5. In a gas engine, the combination of an engine cylinder havinga single charging and exhaust port controlled by a valve, a valved air inlet and exhaust chamber communicating with the cylinder through said port., atomizing mechanism located in said chamber in proximity to the cylinder port and adapted to inject a spray of gasolene into the cylinder, an air blast pipe for supplying compressed air to the atomizer, and an automatic cut-oft and expansion valve located in the air blast pipe and provided with a relief passage for the backward expansion of compressed air from the atomizer on the closing of the cutot' valve, substantially as described.

6. In a gas engine, the combination of an engine cylinder having a single charging and exhaust port located in the cylinderhead, an automatically actuated valve cont-rollingsaid port, an air inlet and exhaust chamber adapted to communicate with thecylinderthrough `the cylinder port, a main air supply pipe leading into said chamber and an exhaust pipe leading therefrom, automatic valves for controlling the inlet and exhaust passages of said chamber, an atomizer located in the air inlet and exhaust chamber in proximity to the cylinder port, an air blast pipe for sup plying compressed air to the atomizer, and a cut-oit and expansion valve, located in the air blast pipe, substantially as described.

7. In a gas engine, the combination of an engine cylinder having a single charging 'and exhaust port located in the cylinder head and controlled by a single automatically actuated valve, a valved air inlet and exhaust chamber communicating With the cylinder through said port., a gasolene atomizer located in said chamber and comprising one or more gasolene tubes and one or more air tubes, a valved pipe for supplying gasolene to the atomizer, an air blast pipe for supplying compressed air to the atomizer, and an automatic cut-oft and expansion valve located in the air blast pipe to control the operation of the atomizer, substant-ially as described.

8. In a gas engine, the combination of an engine cylinder having a single charging and exhaust port controlled by a single valve, an air inlet and exhaust chamber provided with an air supply pipe and an exhaust pipe, a gasolene atomizery located in said chamber in proximity to the cylinder port and comprising groups of gasolene tubes and air tubes piercing the walls ot the chamber, a valved gasolene supply pipe, an air blast pipe for supplying compressed air to the atomizer, and an automatic cut-off and expansion valve adapted to control the air blast and provided With arbackward expansion passage, substantially as described. i

9. In a gas engine, the combination of an engine cylinder having a single charging and exhaust port, a valve located in the cylinder and adapted to seat in and control said port., a piston having a recessed face opposite the inward projecting portion of said valve, a

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chamber provided with air inlet and exhaust passages, an atoinizer located in said charnber, and valves adapted and arranged to automatically control the air inlet and exhaust passages of said chamber and shield the atomizer from the heat of the exhaust gases, substantially as described.

1Q. In a gas engine, the combination of an engine cylinder having a single charging and exhaust pori, a valve located in the cylinder and adapted to seat in and control said port, an air inlet and exhaust chamber, an atomizer located in said chamber, an air compressing pump. having a pipe communicating With the atomizer, and an automatic cut off and expansion valve located in said pipe, substantially as described.

1l. In a gas engine, the combination of an engine cylinder having a charging and exhaust port controlled by an automatically actuated valve, an airinlet and exhaust chain b er an atoniikzer located in said chamber, an air compressing pump having an air blast pipe communicating with the atomizer, au automatic cut-oft and expansion valve located in the blast pipe and provided with a central main passage for establishing communication with the atomizer and a smaller passage for backward expansion from the atomizer on cutting off the blast, and a relief pipe adapted to communicate with said smaller passage, substantially as described.

I2 In a gas engine, the combination of au engine cylinder having a single charging and exhaust port controlled by a valve, an air inlet and exhaust chamber, an atoinizer located in said chamber in proximity to the cylinder port, an air compressing pump having a blast pipe adapted to communicate With the atomizer, an automatic cut-oft' and expansion valve located in said pipe, a relief pipe leading from the blast pipe intermediate said pump and valve, and a governor controlling a valve in the said relief pipe, substantially as described.

lo. In agas engine, the combination of an engine cylinder having a single charging and exhaust port controlled by a valve, an air inlet and exhaust'chamber communicating with the cylinder through said port, an atomizer located in said chamber, a concavely recessed piston in the engine cylinder, a pair of insulated oscillating electrodes mounted in bearings on the cylinder and projecting into the explosion chamber ofthe cylinder in position to make and break contact with the piston head, and means for automatically controlling the position of the electrodes to permit or prevent contact with the piston, substantially as described. l

14. In a gas engine, the combination of an engine cylinder having a single charging and exhaust port controlled by a Valve, a recessed piston, a pair of parallel oscillating electrodes projectinginto the engine cylinder in position to make and break contact with the piston head, an insulating casin g provided with trunnions and adapted to receive and support said electrodes, bearings to support the trunnions of said casing, a rigid arm projecting from one side of the electrode casing, a pendulum lever pivoted on said arm and adapted to be held rigid in one direction but capable of yielding in the opposite direction, a reciprocating bar adapted to actuate said lever to move the electrodes out of reach of the piston. and a spring to return the electrodes, Substantially as described.

l5. In a gas engine, the combination of a cylinder having a single charging and exhaust port controlled by a single valve, a piston,an atomizer for spraying gasolene into said cylinder, an air blast for the atomizer, an auto matic cut-off and expansion valve for controlling the action of the atomizer, and automatically controlled electrodes adapted to make and break contact with the piston to explode the charge, substantially as described.

16. In a gas engine, the combination of a cylinder having a single charging and exhaust port controlled by a single valve, a chamber communicatingwith thecylinder through said port and having air inlet and exhaust passages, an atomizer located in said chamber, an air compressing pump havinga blast pipe leading to the atomizer, a reciprocating bar actuated from the engine shaft and having an arm carrying a collar that surrounds the piston rod of the air compressing pump, and adj iistable nuts or collars placed on the said pump piston rod at opposite sides of said arm to govern the stroke oi' the pump piston, substantially as described.

17. In a gas engine, the combination of a cylinder havingasingle charging and exhaust port controlled by a single valve, a chamber communicating With the cylinder through said port and provided with air inlet and exhaust passages, an atomizer located in said chamber, an air blast pipe leading to the atomizer, a cut off and expansion valve located in said pipe and provided with an arm or lever, a reciprocating bar actuated from 'the engine shaft, and a tappet adjustably mounted on said bar and adapted to act on said lever and control the opening and closing of said valve so as to cut off the air blast to the atomizer before the engine cylinder has finished charging, whereby any residual spray of gasolene Will be Wholly carried into the cylinder by the suction of the main air supply and backward flashing prevented, substantiallyas described.

18. In a gas engine, the combination of a cylinder having a single charging and exhaust port controlled by a single valve, a chamber comm unicating with the cylinder through said valved port, an atomizer located in said chamber, a supply pipe leading to the atomizer from a source of supply for gasolene or other hydrocarbon liquid, and an air blast pipe leading to the atomizer and provided with a check valve, substantially as described.

19. In a gas engine, the combination of a cylinder having a single charging and exhaust IIO port controlled by a single valve, a chamber communicating with the cylinder through said valved port and provided with valved air inlet and exhaust passages, an atomizer located in said chamber, an air compressing pump, an air blast pipe leading from said pump to the atomizer and provided with a check valve, and a cnt off and expansion valve located in said pipe between said pump and check valve and provided with a relief passage, substantially as described.

20. In a gas engine, the combination of a cylinder having a single charging and exhaust port controlled by a valve located in the cylinder, oscillatory electrodes projecting into the cylinder, a piston having a concaved face and adapted to make and break contact with the electrodes, an atomizer for spraying hydrocarbon liquid into the cylinder, an air blast for the atomizer, a cut off and expansion valve located in the air blast pipe, and mechanism for automatically controlling `Jthe cylinder I valve, the cut off and expansion valveand the electrodes, substantially as described.

2l. In a gas engine, the combination of an engine cylinder having a single charging and exhaust port, an exterior chamber provided With air inlet and exhaust passages and adapt ed t-o communicate With the cylinder through its single port, an atomizer located in said chamber, and a valve located in the engine cylinder and arranged to seat rearward in the single charging and exhaust port to tightly close said port and isolate the atomizer and its surroundingk chamber from the dash and burning of the exploding charge, substantially as described.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

WILLIAM WALLACE GRANT. Witnesses:

Jos. H. DURHAM, HARRISON C. FALES.